March iiih, 1948 FLIGHT 285
MORE ABOUT TUDORS
The Atmosphere at Chadderton : Modifications : B.O.A.C. MK. IVB. : Other Marks
ONE hardly dares to mention the name "Tudor" forfear of being associated with the regrettable andunseemly exchanges which have recently been heard
in high places. It is doubly unfortunate that this im-
portant class of British aircraft, which has already had
troubles enough to surmount, should now be drawn into
, /^ quasi-political slanging match. So much has taken place,
" and so little reliable information has emerged, that the
public interest has been led from curiosity to wonderment,
irom surprise to bafflement, and, finally, to complete con-
fusion.
Most ordinary people (who are footing the bill but, of
course, have no say' in the matter) would still rather like
to ask " Are Tudors good or bad ; who has the ability to
judge ; and has anyone the authority to do anything about
it one way or another? " On the occasions when someone
has dared to ask such questions others present have looked
slightly horrified at such a display of ignorance, but have,
nevertheless, carefully avoided having to express an opinion
or answer the questions themselves.
After more than a year of argument, mind-changing and,
in particular, buck-passing, there is little in the way of
concrete fact on which to base an opinion.
About twelve months ago Flight paid a visit to Man-
chester to see how the Tudors were progressing and to try
to straighten out a few points for ourselves. We came
away, then, feeling both calmed and encouraged, though
not much wiser on policy matters. Last week we paid
another visit to the A. V. Roe factory and returned with
similar feelings. There is no doubt at all that all the
wrangling has had a most depressing effect
on the staff at all levels. No one can work
month after month with the thought in the
back of his mind that some individual or
committee may overnight decree that his
previous year's work is to be scrapped or
forwarded to the nearest jumble sale.
Nevertheless, one cannot help noticing
and admiring the air of resigned patience
which the Avro staff displays, whether test
pilot, draughtsman, or one of the men who
is changing the colour of the upholstery
for the third time, or replacing the extra
lavatory where the diplomatic mail lockerr
going to be before it was. substituted
the engineer's panel. Amidst such
frustration it is surprising to find a quite
cheerful attitude of '' Let all of them get
on with their talking; we shall turn out a
good aircraft yet, if not with their help, then
in spite of them."
Conversion of Mk. Is
So far as Tudor Is and IVs are concerned,
a recommendation has been made that only
Mark IVs be operated, and that existing
B.O.A.C. Is therefore be converted into
IVBs. Preliminary work has been started,
but a final decision by the M.C.A. is awaited.
Almost certainly this will not be forthcoming
until the Tudor I from Boscombe returns
from its Khartoum-Nairobi proving flight,
the Star Tiger enquiry is completed, and all
information from Boscombe, where there
are two other Tudor IVs, has been examined.
Comparative views of the Tudor I with (above) the
original long, and (below) the shortened undercarriage.
Airframe design now seems to have been crystallized, and
performance is satisfactory. Further trial operations on
transocean and Empire routes are now required to show
whether commercial operation can be practical and
economical. The present grounding of the machines
delivered to B.S.A.A. seems rather pointless, even as " a
measure of prudence." More examination at Boscombe,
tapping of wheels and shaking of tailplanes, is most unlikely
to throw any light on the loss of Star Tiger. What is
required in order to remove grounds for criticism is to
get other IVs airborne on a few proving flights, to fill in
the stage of experience that A.V-M. Bennett is alleged to
have by-passed. If no deficiency is revealed, as is most
probable, then the Tudor IVs should be put back into
operation as soon as possible in order to build up more
experience and to earn their keep.
While more Tudor IVs are being turned out, it is good
policy to use completed Is for training. Three are now
being supplied to B.O.A.C.
Recalling for a moment the many modifications, it may
be said that, although the Tudor is still '' young *' to have
experienced airline operation, growing pains are now
about over. An examination of a Tudor in which the
latest modifications have been embodied, and a perusal of
the list of its 392 modifications, reveals that the aero-
dynamic changes are few but important. Visible altera-
tions since prototype days include the tailplane, fin and
rudder, all of which are re-styled and increased in area ;
the lengthened inboard engine nacelle tail fairings;
shortened centre-section flaps ; the reduced undercarriage